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EADSYABSOB73857
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Re: Boston Aviation Thread - 2020

Tue Feb 11, 2020 3:50 am

Searched DL flights BOS-LHR today for 5/21/2020, saw two morning flights 10 minutes apart served via Virgin.. what is this? Can’t imagine they added a 4th LHR flight (2nd morning flight)...?
 
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chepos
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Re: Boston Aviation Thread - 2020

Tue Feb 11, 2020 4:33 am

EADSYABSOB73857 wrote:
Searched DL flights BOS-LHR today for 5/21/2020, saw two morning flights 10 minutes apart served via Virgin.. what is this? Can’t imagine they added a 4th LHR flight (2nd morning flight)...?


It’s the same flight, not sure why it is showing 10 mins apart. One option is with the VS flight number and the other is the DL codeshare flight number.


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panamair
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Re: Boston Aviation Thread - 2020

Tue Feb 11, 2020 5:55 am

DL will be upgauging both BOS-CDG and BOS-DUB to the A333 (from the 763) in March as a result of the China aircraft redeployment (e.g.,A359 to DTW-AMS/CDG thus freeing up A333s).
 
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tlecam
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Re: Boston Aviation Thread - 2020

Tue Feb 11, 2020 2:06 pm

panamair wrote:
DL will be upgauging both BOS-CDG and BOS-DUB to the A333 (from the 763) in March as a result of the China aircraft redeployment (e.g.,A359 to DTW-AMS/CDG thus freeing up A333s).


Interesting. I wonder what factors they considered in plane assignments.
BOS-LGA-JFK | A:319/20/21, 332/3, 346 || B:717, 735, 737, 738, 739, 752, 753, 762, 763, 764, 787, 772, 744 || MD80, MD90
 
airbazar
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Re: Boston Aviation Thread - 2020

Tue Feb 11, 2020 2:41 pm

panamair wrote:
DL will be upgauging both BOS-CDG and BOS-DUB to the A333 (from the 763) in March as a result of the China aircraft redeployment (e.g.,A359 to DTW-AMS/CDG thus freeing up A333s).

This could get ugly at terminal A because of the A330's wingspan.
 
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tlecam
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Re: Boston Aviation Thread - 2020

Tue Feb 11, 2020 3:25 pm

The Dublin flight leaves lat(er) - around 8:35. Doesn't solve the problem entirely, but it's a bit better than the 6 or 7 rush in A.

The arriving flight lands around 12:45 in the afternoon, so they must be flying some sort of pattern with another 330 flight that departs earlier? Otherwise, they need to find someplace to park that thing for ~7 hours.
BOS-LGA-JFK | A:319/20/21, 332/3, 346 || B:717, 735, 737, 738, 739, 752, 753, 762, 763, 764, 787, 772, 744 || MD80, MD90
 
Kno
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Re: Boston Aviation Thread - 2020

Tue Feb 11, 2020 3:32 pm

airbazar wrote:
panamair wrote:
DL will be upgauging both BOS-CDG and BOS-DUB to the A333 (from the 763) in March as a result of the China aircraft redeployment (e.g.,A359 to DTW-AMS/CDG thus freeing up A333s).

This could get ugly at terminal A because of the A330's wingspan.


Looking at the schedule on some days there will be 3 A330's and 1 764 leaving BOS within 30 mins. The 764 can use A19 without blocking - but I'm not sure how they'll fit 3 A330's.
 
FGITD
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Re: Boston Aviation Thread - 2020

Tue Feb 11, 2020 4:29 pm

Or perhaps they are not going to be leaving from terminal A at all...
 
tphuang
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Re: Boston Aviation Thread - 2020

Tue Feb 11, 2020 4:46 pm

They have plenty of gate space at this point of the year. Why would they want to fly out of terminal E where they have no control over gate situation? Unless the China halt lasts into July, which is still quite unlikely. Even then, it doesn't seem to me that 8:30 pm would be a problem for departure.
 
FGITD
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Re: Boston Aviation Thread - 2020

Tue Feb 11, 2020 5:14 pm

If they're upgauging BOTH CDG flights, I think it's safe to say this isn't an immediate update.
 
jworks158
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Re: Boston Aviation Thread - 2020

Tue Feb 11, 2020 8:42 pm

stratacruiser wrote:
It appears UA951 (BRU-IAD) has diverted to BOS, landing at 1346. The UA app shows scheduled departure time of 1450 for IAD, although departure hasn’t been posted as yet. Can anyone shed some light on the cause? Aircraft is 777-200 N217UA.

Dave


That was a medical diversion, was listening in on Live ATC.
(A359,A343/A346,A332,A319/320/321,A220-100)(B788,B772,B762,B752,B744/B748,B732/B737/B738,B717)(E190,E145)(CRJ100/200, Dash 8-200)(MD-83)
JB,UA(C5,EV,CHQ,AX),AA(EGF,ZW,AX,PT),DL(OH,YX),FL,WN,LH,BA,AF,AZ,IB,VX,CO
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dtremit
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Re: Boston Aviation Thread - 2020

Thu Feb 13, 2020 1:22 am

mikegigs wrote:
qf789 wrote:
Cathay Pacific reducing BOS to 5 weekly from 10 Feb 20

Image

https://twitter.com/winglets747/status/ ... 27328?s=20


Not a bad hit at all considering that IAD was cut entirely and NYC went from 32 weekly to 14 (I think I'm reading that right?).


It's not quite that clear; the HKG-YVR-JFK flight was already on the chopping block as it had apparently been losing money for years. They just moved up the schedule.

Prior to all this, the plan was for JFK to have 25x weekly and YVR 14x weekly.
 
airbazar
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Re: Boston Aviation Thread - 2020

Thu Feb 13, 2020 6:13 pm

Who's ready for a BOS-BLR announcement by Delta? :)
I'm sure you've all see the AA announcement out of Seattle, and know what I'm talking about.
 
iyerhari
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Re: Boston Aviation Thread - 2020

Thu Feb 13, 2020 6:48 pm

airbazar wrote:
Who's ready for a BOS-BLR announcement by Delta? :)
I'm sure you've all see the AA announcement out of Seattle, and know what I'm talking about.

As much I would love to have a direct flight to India, chances seem extremely bleak IMHO. DL just started JFK-BOM few months back - if at all, chances would be better for ATL. BOS is also not a major hotbed tech destination like SEA or Bay Area where there is so much tech industry movement due to the likes to AMZN, MSFT, ORCL etc. I am not saying BOS does not have but there are several one stop options available from BOS which I think is pretty good.

But then after the AA announcement, anything is possible! Who would not imagine an out of the box thinking :)
 
BOSMEMFlyer
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Re: Boston Aviation Thread - 2020

Thu Feb 13, 2020 7:14 pm

I wonder if United is looking at this and thinking, "hmmmm...JetBlue to Star for the East Coast?"
 
airbazar
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Re: Boston Aviation Thread - 2020

Thu Feb 13, 2020 7:44 pm

iyerhari wrote:
airbazar wrote:
Who's ready for a BOS-BLR announcement by Delta? :)
I'm sure you've all see the AA announcement out of Seattle, and know what I'm talking about.

As much I would love to have a direct flight to India, chances seem extremely bleak IMHO. DL just started JFK-BOM few months back - if at all, chances would be better for ATL. BOS is also not a major hotbed tech destination like SEA or Bay Area where there is so much tech industry movement due to the likes to AMZN, MSFT, ORCL etc. I am not saying BOS does not have but there are several one stop options available from BOS which I think is pretty good.

But then after the AA announcement, anything is possible! Who would not imagine an out of the box thinking :)


ATL would be the absolute worst place for a flight to BLR, IMO. I think the 3 biggest markets are probably SFO, SEA, and BOS which would imply a significant detour for the majority of the passengers. While SEA has the tech industry, BOS has the financial industry which actually pays for business class, unlike the tech companies. Someone just posted on the other thread that AMZN employees only travel in Y. So while SEA might have the volume, BOS may have the yields, and I just don't see DL and UA sitting this one out. I predict that UA will add SFO-BLR. BOS-BLR would connect all of the eastern half of the country via BOS, including RDU and AUS.
 
Nicknuzzii
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Re: Boston Aviation Thread - 2020

Thu Feb 13, 2020 8:00 pm

BOSMEMFlyer wrote:
I wonder if United is looking at this and thinking, "hmmmm...JetBlue to Star for the East Coast?"


I have thought about this too...
 
iyerhari
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Re: Boston Aviation Thread - 2020

Thu Feb 13, 2020 8:10 pm

airbazar wrote:
ATL would be the absolute worst place for a flight to BLR, IMO. I think the 3 biggest markets are probably SFO, SEA, and BOS which would imply a significant detour for the majority of the passengers. While SEA has the tech industry, BOS has the financial industry which actually pays for business class, unlike the tech companies. Someone just posted on the other thread that AMZN employees only travel in Y. So while SEA might have the volume, BOS may have the yields, and I just don't see DL and UA sitting this one out. I predict that UA will add SFO-BLR. BOS-BLR would connect all of the eastern half of the country via BOS, including RDU and AUS.

My intent was not regarding BLR alone but India in general. FYI, finance and investment banking capital in India is not BLR, HYD or DEL - it is BOM. That is why you see DL and UA likes flight to BOM primarily to cater to the investment banking industry. Most of the large pharma companies including their country HQ is based in BOM - there are definite exceptions like Biocon etc. which is based in Bangalore.

ATL was referred only because it is a solid DL hub. You are correct - UA will surely make a move to SFO-BLR. They already have a flight to DEL.
 
jworks158
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Re: Boston Aviation Thread - 2020

Thu Feb 13, 2020 8:17 pm

Nicknuzzii wrote:
BOSMEMFlyer wrote:
I wonder if United is looking at this and thinking, "hmmmm...JetBlue to Star for the East Coast?"


I have thought about this too...


Same would love access to the star alliance with jetblue.
(A359,A343/A346,A332,A319/320/321,A220-100)(B788,B772,B762,B752,B744/B748,B732/B737/B738,B717)(E190,E145)(CRJ100/200, Dash 8-200)(MD-83)
JB,UA(C5,EV,CHQ,AX),AA(EGF,ZW,AX,PT),DL(OH,YX),FL,WN,LH,BA,AF,AZ,IB,VX,CO
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VS4ever
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Re: Boston Aviation Thread - 2020

Thu Feb 13, 2020 8:25 pm

jworks158 wrote:
Nicknuzzii wrote:
BOSMEMFlyer wrote:
I wonder if United is looking at this and thinking, "hmmmm...JetBlue to Star for the East Coast?"


I have thought about this too...


Same would love access to the star alliance with jetblue.


You know they regret bailing out of JFK to go to EWR, somehow tying up with B6 (NOT a Merger please!), would indirectly give them access back to that market, but would that still cause anti-trust issues if it was a codeshare?
That feeling when you sit at the end of a runway, brakes are released and the raw power takes over. Now that is a thing of beauty and it never gets old.
 
iyerhari
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Re: Boston Aviation Thread - 2020

Thu Feb 13, 2020 8:37 pm

VS4ever wrote:
You know they regret bailing out of JFK to go to EWR, somehow tying up with B6 (NOT a Merger please!), would indirectly give them access back to that market, but would that still cause anti-trust issues if it was a codeshare?

But would be worth paying so much to get hold of some JFK slots? UA has a solid hub at EWR and most airlines would be envious of that. But after today, who knows!
 
airbazar
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Re: Boston Aviation Thread - 2020

Thu Feb 13, 2020 10:16 pm

iyerhari wrote:
My intent was not regarding BLR alone but India in general. FYI, finance and investment banking capital in India is not BLR, HYD or DEL - it is BOM..

Their IT departments are in Bangalore. I know this because I work for one of them and as a lowly IT guy I still get to travel in business class ;)
State Street, LPL Financial, Fidelity Investments, Bank of America Merrill Lynch, etc, etc, they are all in Bangalore.
 
iyerhari
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Re: Boston Aviation Thread - 2020

Thu Feb 13, 2020 10:37 pm

airbazar wrote:
iyerhari wrote:
My intent was not regarding BLR alone but India in general. FYI, finance and investment banking capital in India is not BLR, HYD or DEL - it is BOM..

Their IT departments are in Bangalore. I know this because I work for one of them and as a lowly IT guy I still get to travel in business class ;)
State Street, LPL Financial, Fidelity Investments, Bank of America Merrill Lynch, etc, etc, they are all in Bangalore.

Ah - very good point. Thank you 4 clarifying. I missed that completely. Having the country HQ and operations is not the same as the IT division.
 
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VS4ever
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Re: Boston Aviation Thread - 2020

Fri Feb 14, 2020 7:36 am

August 2019 - Load Factors from the T-100's (non-Europe to start, region, then alphabetical order)

Doing something a little different this month, still providing similar data but broken down a different way. Data will look like this. To reduce the length of the post, I will split this up into a few to make it easier to read.

Load Factor Flights, Seats, Pax, For Seats: Gauge % change, Volume % change, For Pax: Flight Growth %, Market Growth %

To explain this a bit:
Gauge % = Avg Seats last year vs Avg Seats this year, >0 means larger aircraft, <0 means smaller
Volume % = Total Seats flown, adjusted for any changes in Gauge, >0 means growth in flights, <0 means reduction in flights

Flight Pax Growth % - Expected Pax Growth/Reduction as a result of # of flights, >0 means more flights, <0 means less
Market Growth % - Removing Flight changes as a factor, did the overall pax count increase or decrease, >0 means market stimulated, <0 market loss.

Let's see how this goes...


Asia

HKG - CX

Load Factor: 81.7% [92.6%]
Flights: 60 [62]
Seats: 17,640 [17,050] - 6.5%, (3.1%)
Pax: 14,418 [15,791] - (3.5%), (6%)

So the slide appears to have started. 82% is still pretty good, but an almost 11% drop is significant, especially when you consider that they increased the Avg. gauge of the aircraft by 6.5% {294 vs 275), but there were 2 less flights in 2019 to compensate. On the Pax side, it's a little more obvious, there was an expected 3.5% drop due to the number of flights, however pax count dropped a further 6%, meaning the market dropped by that on top of the flight change. This is one to watch for sure, as we move into the lower season and the impact of the issues in HKG and further out the Coronavirus situation rear their heads. [240 vs 258 overall change in average Pax Count]

ICN - KE -

Load Factor: 86.6% [New Route]
Flights: 44
Seats: 11,836
Pax: 10,250

Another excellent set of results for KE, 233 pax per flight during the month. on what is still a fledgling route in it's first year of operation, KE and their partners must be thinking, what took us so long...

NRT - JL -

Load Factor: 88% [90.9%]
Flights: 62 [62]
Seats: 12,090 [12,090] - 0%, (0%)
Pax: 10,645 [10,995] - (0%), (3,3%)

JL continue to sail merrily along, 88% loads, albeit that slipped a bit this year, and it was purely down to market %, as flight and gauge changes were 0,

PEK - HU

Load Factor: 85.3% [89.7%]
Flights: 62 [62]
Seats: 20,460 [17,856] - 12.7%, (0%)
Pax: 17,458 [16,023] - (0%), (8.2%)

I often lament HU on these posts, and we all know what's happening right now with their suspension of service, but this isn't actually a bad set of results. They added 12.7% more seats this month as they brought their 359 to the table and it turned out alright. Despite their overall load % reducing by 4%, they won't be complaining too much as they stimulated 8.2% market growth by doing it. Their 282 pax average, would have given them a 98% factor had they kept the 789 on...

PVG - HU -

Load Factor: 81.2% [81.0%]
Flights: 34 [34]
Seats: 9,792 [9,792] - 0%, (0%)
Pax: 7,950 [7.929] - (0%), 0,3%

4 words: Flat as a Pancake.. need I say more.


Middle East

DOH - QR -

Load Factor: 89.2% [87.0%]
Flights: 62 [62]
Seats: 17,546 [21,948] - 20.1%, (0%)
Pax: 19,582 [15,264] - (0%), 22.1%

Quite simply an impressive set of result from QR here. When you increase the gauge of your aircraft by 20% (to the 77W) and add 71 SDEW, you have to go some to make that pay off... They did, with a resulting 22% market growth of over 4,300 pax to increase from an average of 246 to 315, you really can't do a whole lot better than that to be honest.


DXB - EK -

Load Factor: 91.6% [94.5%]
Flights: 62 [62]
Seats: 31,992 [21,948] - 31.4%, (0%)
Pax: 29,306 [20,748] - (0%), 29.2%

This is a situation where the 388 comes into it's own, you look at DOH and think pretty damn good ,then you look over the fence to DXB and well it blows that out of the water. 31% gauge increase from the 354 seat 77W to 516 seat 388, came with a corresponding 29.2% increase in pax count [473 vs 335 average], one day as the 388's get phased out, this will have to revert to 2x daily to meet this demand, it's quite clear it's there. But for now, they have to be happy packing one of these birds out daily..

IST - TK -

Load Factor: 94.1% [93.7%]
Flights: 62 [62]
Seats: 17,918 [17,918] - 0%, (0%)
Pax: 16,868 [16,785] - (0%), 0.5%

Put the Sold Out sign up, these flights are FULL, I'm staggered that the load factor even went up over last year. The question is, does TK do anything here, they report this as a 332, but based on the pax numbers and seat counts it's really a 333. They do have 789's (300 seats) and 77W's (349 seats) along with 359's on order if they want to keep at 1 daily, but would their consider double? maybe when the E extension is available? who knows...

TLV

Load Factor: 83.6% [86.1%]
Flights: 26 [26]
Seats: 7,224 [5,646] - 21.8%, (0%)
Pax: 16,868 [16,785] - (0%), 19.5%

Another airline that has to feel happy with the results, moving up to the 777 this year, adding nearly 1,600 seats (278 vs 217) and they were rewarded with a 19.5% increase in pax count (232 vs 187 avg), another situation where the new pax count would have been curtailed had they not moved the gauge up, slight dip in loads as a result, but when you are adding 40+ additional pax per flight, especially if some of those are up front, you have to be ok with that. This is another curious one. I would say right now they will be happy with where they are on frequencies and stuff, but i do wonder longer term if they could add another weekly flight into the mix to keep the growth going.

That's all for this round, next up will see Europe..
That feeling when you sit at the end of a runway, brakes are released and the raw power takes over. Now that is a thing of beauty and it never gets old.
 
airbazar
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Re: Boston Aviation Thread - 2020

Fri Feb 14, 2020 1:31 pm

Here's one more thing to think about:
In the wake of AA announcing LHR-SEA and SEA-BLR, all of sudden a United LHR-BOS route doesn't sound all that crazy :)
 
johhn14
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Re: Boston Aviation Thread - 2020

Fri Feb 14, 2020 4:05 pm

iyerhari wrote:
airbazar wrote:
iyerhari wrote:
My intent was not regarding BLR alone but India in general. FYI, finance and investment banking capital in India is not BLR, HYD or DEL - it is BOM..

Their IT departments are in Bangalore. I know this because I work for one of them and as a lowly IT guy I still get to travel in business class ;)
State Street, LPL Financial, Fidelity Investments, Bank of America Merrill Lynch, etc, etc, they are all in Bangalore.

Ah - very good point. Thank you 4 clarifying. I missed that completely. Having the country HQ and operations is not the same as the IT division.

I'm one of those same guys sitting up Front flying business. We send a good number of folks back and forth and a non-stop would be a wonderful option though the stop at DXB / DOH is pretty efficient also.
 
FGITD
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Re: Boston Aviation Thread - 2020

Fri Feb 14, 2020 4:21 pm

airbazar wrote:
Here's one more thing to think about:
In the wake of AA announcing LHR-SEA and SEA-BLR, all of sudden a United LHR-BOS route doesn't sound all that crazy :)


still a stretch because the options just don't exist out of Boston like they do for AA/AS from Seattle.

Now if UA announced a close partnership with JetBlue (for example) then it would be full steam ahead.
 
airbazar
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Re: Boston Aviation Thread - 2020

Fri Feb 14, 2020 4:54 pm

FGITD wrote:
airbazar wrote:
Here's one more thing to think about:
In the wake of AA announcing LHR-SEA and SEA-BLR, all of sudden a United LHR-BOS route doesn't sound all that crazy :)


still a stretch because the options just don't exist out of Boston like they do for AA/AS from Seattle.

Now if UA announced a close partnership with JetBlue (for example) then it would be full steam ahead.


I don't think options out of BOS aren't as important because the EU/LON-BOS market is huge. However there are a ton of options beyond LHR which is exactly where AA is getting the feed for the LHR-SEA flight. SEA being in the Northwest corner of the U.S. will add very few connections to what AA already has regardless of the AS codeshare. Not having AS hasn't really been a problem for BA in SEA. In regards to the LHR route, it's my opinion that the AS partnership is important not because of the AS feed but because of the FF base. Seattle based AS FF'ers will now give preference to AA/BA instead of any other option.
 
georgiabill
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Re: Boston Aviation Thread - 2020

Fri Feb 14, 2020 4:57 pm

I wonder if CX will swap the 77W for A359 on their HKG-BOS-HKG route. Less seats to fill. Would increase their load factor. Freight might prevent this.
 
13ifs40
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Re: Boston Aviation Thread - 2020

Fri Feb 14, 2020 5:52 pm

good afternoon

I was just talking to a neighbor who works for UPS and he told me Massport is building a new building for them right next to the Delta hanger. I thought that
the new terminal E extension was going to go all the way down that far and they were going to move. Seems kinda strange to build something new at this point. Anyone out there have any idea was it up and why this would be done

thanks
13ifs40
 
FGITD
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Re: Boston Aviation Thread - 2020

Fri Feb 14, 2020 6:50 pm

13ifs40 wrote:
good afternoon

I was just talking to a neighbor who works for UPS and he told me Massport is building a new building for them right next to the Delta hanger. I thought that
the new terminal E extension was going to go all the way down that far and they were going to move. Seems kinda strange to build something new at this point. Anyone out there have any idea was it up and why this would be done

thanks
13ifs40


They are indeed. I'm not sure if it's a permanent structure or just a temporary home for UPS, but I know their current structure will be coming down soon.
 
iyerhari
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Re: Boston Aviation Thread - 2020

Fri Feb 14, 2020 7:43 pm

FGITD wrote:
airbazar wrote:
Here's one more thing to think about:
In the wake of AA announcing LHR-SEA and SEA-BLR, all of sudden a United LHR-BOS route doesn't sound all that crazy :)


still a stretch because the options just don't exist out of Boston like they do for AA/AS from Seattle.

Now if UA announced a close partnership with JetBlue (for example) then it would be full steam ahead.

I personally think BOS needs better domestic routes - I know it is wishful thinking and airlines are here to make money vs. adding a novelty route :) Barring a few sprinkled non-hub domestic routes which we can count - we have very few domestic routes.
 
rnav2dlrey
Posts: 377
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Re: Boston Aviation Thread - 2020

Fri Feb 14, 2020 9:02 pm

iyerhari wrote:
ATL was referred only because it is a solid DL hub. You are correct - UA will surely make a move to SFO-BLR. They already have a flight to DEL.


the 77L is probably the only pax aircraft that can fly SFO-BLR with any sort of acceptable LF, and UA doesn't have any. i'm convinced that UA would already be flying SFO-BLR if the 789 had the ability.
 
airbazar
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Joined: Wed Sep 10, 2003 11:12 pm

Re: Boston Aviation Thread - 2020

Fri Feb 14, 2020 10:43 pm

rnav2dlrey wrote:
iyerhari wrote:
ATL was referred only because it is a solid DL hub. You are correct - UA will surely make a move to SFO-BLR. They already have a flight to DEL.


the 77L is probably the only pax aircraft that can fly SFO-BLR with any sort of acceptable LF, and UA doesn't have any. i'm convinced that UA would already be flying SFO-BLR if the 789 had the ability.


It's a stretch for UA's 789's but it's comparable to SFO-SIN which UA flies daily so I don't think it's so much a lack of aircraft.
Yesterday's UA29 was 9,198 mi, westbound across the Pacific and it stayed aloft for 16+ hours.
https://flightaware.com/live/flight/UAL ... /KSFO/WSSS
UA104 SFO-DEL was 8,494 mi and was flown "eastbound" for the tail wind despite being 1000mi longer than the westbound gc route. It stayed aloft for 15:15.
https://flightaware.com/live/flight/UAL ... /KSFO/VIDP
SFO-BLR gc is 8,701 mi which sits somewhere between SFO-DEL and SFO-SIN but would be interesting to know which way they would go.
 
rnav2dlrey
Posts: 377
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Re: Boston Aviation Thread - 2020

Fri Feb 14, 2020 11:04 pm

airbazar wrote:
rnav2dlrey wrote:
iyerhari wrote:
ATL was referred only because it is a solid DL hub. You are correct - UA will surely make a move to SFO-BLR. They already have a flight to DEL.


the 77L is probably the only pax aircraft that can fly SFO-BLR with any sort of acceptable LF, and UA doesn't have any. i'm convinced that UA would already be flying SFO-BLR if the 789 had the ability.


It's a stretch for UA's 789's but it's comparable to SFO-SIN which UA flies daily so I don't think it's so much a lack of aircraft.
Yesterday's UA29 was 9,198 mi.
https://flightaware.com/live/flight/UAL ... /KSFO/WSSS
UA104 SFO-DEL was 8,494 mi and was flown "eastbound" for the tail wind despite being 1000mi longer than the westbound gc route.
https://flightaware.com/live/flight/UAL ... /KSFO/VIDP
SFO-BLR gc is 8,701 mi which sits somewhere between SFO-DEL and SFO-SIN.


the himalayas combined with china's limited civilian flight paths make BLR more complex than SIN.

BLR is also at 3000' AMSL and warm, although the return leg would probably depart in the early morning hours.
 
airbazar
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Re: Boston Aviation Thread - 2020

Sat Feb 15, 2020 2:39 pm

rnav2dlrey wrote:
airbazar wrote:
rnav2dlrey wrote:

the 77L is probably the only pax aircraft that can fly SFO-BLR with any sort of acceptable LF, and UA doesn't have any. i'm convinced that UA would already be flying SFO-BLR if the 789 had the ability.


It's a stretch for UA's 789's but it's comparable to SFO-SIN which UA flies daily so I don't think it's so much a lack of aircraft.
Yesterday's UA29 was 9,198 mi.
https://flightaware.com/live/flight/UAL ... /KSFO/WSSS
UA104 SFO-DEL was 8,494 mi and was flown "eastbound" for the tail wind despite being 1000mi longer than the westbound gc route.
https://flightaware.com/live/flight/UAL ... /KSFO/VIDP
SFO-BLR gc is 8,701 mi which sits somewhere between SFO-DEL and SFO-SIN.


the himalayas combined with china's limited civilian flight paths make BLR more complex than SIN.

BLR is also at 3000' AMSL and warm, although the return leg would probably depart in the early morning hours.


We're getting off topic now and I guess only time will tell for sure whether this can be done or not, so this will be my last post on the matter, in this thread.
You are correct on all counts. The return with a tail wind is not as problematic:
https://flightaware.com/live/flight/UAL ... /VIDP/KSFO
The himalayas are a small factor but not much just like they are not much of a factor for SFO-DEL.
On the flip side, being this far south it puts BLR at the edge of the envelope for UA's 789.
SFO-BLR would probably follow the existing route to DEL, and continuing to BLR. That would keep the aircraft in the air for something like 17 hours which is close to what we're seeing with SFO-SIN.
https://flightaware.com/live/flight/UAL ... /KSFO/WSSS
 
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adamh8297
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Re: Boston Aviation Thread - 2020

Sat Feb 15, 2020 4:13 pm

iyerhari wrote:
FGITD wrote:
airbazar wrote:
Here's one more thing to think about:
In the wake of AA announcing LHR-SEA and SEA-BLR, all of sudden a United LHR-BOS route doesn't sound all that crazy :)


still a stretch because the options just don't exist out of Boston like they do for AA/AS from Seattle.

Now if UA announced a close partnership with JetBlue (for example) then it would be full steam ahead.

I personally think BOS needs better domestic routes - I know it is wishful thinking and airlines are here to make money vs. adding a novelty route :) Barring a few sprinkled non-hub domestic routes which we can count - we have very few domestic routes.


Are you talking about AA, UA, or BOS overall in term of "few domestic routes" ?

AA and UA have had recent history of cornerstone hub/strategy.

Its been said before, geography hurts BOS domestically. A route like OMA, though having a decent business component, is too long and thin without the connecting opportunities of a domestic hub.

In the midst of the great international expansion of past several years (2012 was the start with JL NRT-BOS) we forget what else was added/resumed: SAV, CHS, HNL, SMF, PSP, HDN, BNA (returned in 2013 now a top 20 market). The one destination lost during this time was MEM but that was due to NW/DL merger.

2020 alone adds - EYW, BZN, MSN, ILM, GRR, VPS, AVL, TYS - albeit seasonal and less than daily but G4, SY, B6, and AA think they can squeeze money on this all power to them.
Airlines flown: A3, AA, AC, AF, AM, BA, B6, CA, CO, CX, DL, EA, EL, IB, LH, MI, MQ, NH, NW, NZ, OU, PE, QF, S4, SQ, TP, UA, US, VS, WE, WN

2019: CX BOS-HKG, WE HKG-HKT, CA HKT-PEK-EWR, B6 EWR-BOS
 
massachoicetts
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Re: Boston Aviation Thread - 2020

Sat Feb 15, 2020 5:42 pm

With the AS/AA Partnership, in the future, it would be neat to see Air Canada leave those B gates to E, and A takes their two gates.
 
massachoicetts
Posts: 52
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Re: Boston Aviation Thread - 2020

Sat Feb 15, 2020 7:39 pm

AS** takes those gates
 
airbazar
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Re: Boston Aviation Thread - 2020

Sat Feb 15, 2020 8:15 pm

massachoicetts wrote:
With the AS/AA Partnership, in the future, it would be neat to see Air Canada leave those B gates to E, and A takes their two gates.

AC has pre-clearance so it make no sense for them to go to E which suffers from a lack of gates. Same reason why EI doesn't go to E and goes to C instead. If anything AC and AS will swap sides in terminal B so AC can be closer to UA and AS closer to AA.
 
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VS4ever
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Re: Boston Aviation Thread - 2020

Sat Feb 15, 2020 11:23 pm

airbazar wrote:
massachoicetts wrote:
With the AS/AA Partnership, in the future, it would be neat to see Air Canada leave those B gates to E, and A takes their two gates.

AC has pre-clearance so it make no sense for them to go to E which suffers from a lack of gates. Same reason why EI doesn't go to E and goes to C instead. If anything AC and AS will swap sides in terminal B so AC can be closer to UA and AS closer to AA.


That was my thought too. The only time AC could consider flipping to E is once the extensions are done and the double gates are in effect. But I don’t think that’s going to happen, the interesting thing about that swap though is AC use 3 gates currently and AS only 2.. so where does the extra one come from? Until the B to C connector is done, and as long as WN and NK use theirs there isn’t a 3rd available on that side of the terminal
That feeling when you sit at the end of a runway, brakes are released and the raw power takes over. Now that is a thing of beauty and it never gets old.
 
Supersarestupid
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Re: Boston Aviation Thread - 2020

Sun Feb 16, 2020 5:55 am

VS4ever wrote:
IST - TK -

Load Factor: 94.1% [93.7%]
Flights: 62 [62]
Seats: 17,918 [17,918] - 0%, (0%)
Pax: 16,868 [16,785] - (0%), 0.5%

Put the Sold Out sign up, these flights are FULL, I'm staggered that the load factor even went up over last year. The question is, does TK do anything here, they report this as a 332, but based on the pax numbers and seat counts it's really a 333. They do have 789's (300 seats) and 77W's (349 seats) along with 359's on order if they want to keep at 1 daily, but would their consider double? maybe when the E extension is available? who knows...


TK was supposed to go the 789 as of March 20 (https://airwaysmag.com/airlines/turkish-airlines-confirms-787-9-to-new-york-boston-dc-caracas/, which was later changed to March 29 https://www.routesonline.com/news/38/airlineroute/284061/turkish-airlines-s20-long-haul-changes-as-of-25apr19/. But I'm not seeing it change from the A330 on ITA Matrix or a few dummy bookings on TK's website. However, I can't find any other news to say they postponed or abandoned the change.
 
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ChrisNH38
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Re: Boston Aviation Thread - 2020

Sun Feb 16, 2020 12:18 pm

With their success, I can see TK doing what QR did, and go to the 77W. But you’re right, their own web site shows the 333 to infinity (and BEYOND!).
https://my.flightradar24.com/ChrisNH
 
iyerhari
Posts: 1049
Joined: Sat Jun 01, 2013 4:25 pm

Re: Boston Aviation Thread - 2020

Sun Feb 16, 2020 1:03 pm

adamh8297 wrote:
Are you talking about AA, UA, or BOS overall in term of "few domestic routes" ?

AA and UA have had recent history of cornerstone hub/strategy.

Its been said before, geography hurts BOS domestically. A route like OMA, though having a decent business component, is too long and thin without the connecting opportunities of a domestic hub.

In the midst of the great international expansion of past several years (2012 was the start with JL NRT-BOS) we forget what else was added/resumed: SAV, CHS, HNL, SMF, PSP, HDN, BNA (returned in 2013 now a top 20 market). The one destination lost during this time was MEM but that was due to NW/DL merger.

2020 alone adds - EYW, BZN, MSN, ILM, GRR, VPS, AVL, TYS - albeit seasonal and less than daily but G4, SY, B6, and AA think they can squeeze money on this all power to them.

Yes, I am referring to non-hub routes and I agree it is primarily driven by AA/UA hub strategy. BOS has certainly got some domestic adds in the past few years and hopefully they get added more. I think the place where BOS becomes onerous is if there is a client destination in Midwest or deep South. One has to take connections at ORD or ATL or DTW depending on where one's affiliation lies in terms of airlines.


Thanks to enilrea's weekly OAG and thanks to him to get it so early am.

*HU BOS-PEK MAR 0.5>0.1[0.7]
Is PVG still around or completely dialed down?

*WN BOS-HOU JUN 1.1>0.5[1.0] JUL 1.1>0.3[1.0] AUG 0.4>0.2[1.1]
WN maybe wondering what should we do at BOS other than to make cuts
 
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VS4ever
Posts: 2493
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Re: Boston Aviation Thread - 2020

Sun Feb 16, 2020 1:08 pm

iyerhari wrote:
*HU BOS-PEK MAR 0.5>0.1[0.7]
Is PVG still around or completely dialed down?


Per Airlineroutes. net PVG and PEK are both cancelled through 3/28, what you are seeing here is the pickup from 3/29 to 3/31 which in this case is 1RT.

https://www.routesonline.com/news/38/ai ... n%20boston
That feeling when you sit at the end of a runway, brakes are released and the raw power takes over. Now that is a thing of beauty and it never gets old.
 
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VS4ever
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Re: Boston Aviation Thread - 2020

Sun Feb 16, 2020 1:23 pm

Are you ready for some Europe?... well your wait is over, here are the August T-100 numbers. Part 1. (AMS to KEF)

AMS -

Combined: 90.7%, 38,307 (29,281) (91.3%)
KL:
Load Factor: 90.1% [New Carrier]
Flights: 35
Seats: 10,276
Pax: 9,259

DL
Load Factor: 90.9% [91.3%]
Flights: 124 [124]
Seats: 31,950 [32,076] - (0.4%), (0%)
Pax: 29,048 [29,281] - (0%), (0.8%)

DL's numbers were flat as a pancake, but that's not the story here, the story is the success of adding KL to the mix with that 3rd flight, stimulating the market significantly and pulling in 90% on their own, this has been a pretty impressive tie-up for the JV since KL started and I suspect it's going to continue.

BCN - (Level) -

Load Factor: 89.9% [95.7%]
Flights: 26 [26]
Seats: 8,164 [8,164] - (0%), (0%)
Pax: 7,338 [7,809] - (0%), (6.4%)

Generally when you hit 96% loads, the only way is usually down and so is the case here. no changes in aircraft or flights, so this is purely down to market change. 6.4% sounds a lot, but in relative terms it's a 471 pax reduction or 18 pax per flight per day.

CDG - Combined 92.4% - 52,523 (53,712 total last year) (91.6%)

AF

Load Factor: 92.6% [91.4%]
Flights: 99 [122]
Seats: 31,377 [34,162] - 11.6%, (20.5%)
Pax: 31,239 [29,063] - (20.3%), 12.8%

DL

Load Factor: 89.6% [90.5%]
Flights: 62 [63]
Seats: 13,837 [14,105] - (0.3%), (1.6%)
Pax: 12,393 [12,766] - (1.6%), (1.4%)

DY

Load Factor: 95.3% [93.6%]
Flights: 34 [32]
Seats: 11,612 [10,372] - 5.1%, 5.6%
Pax: 11,067 [9,707] - 5.5%, 6.8%

CDG is a wierd one. AF dropped it's capacity by 20%, but increased the gauge of it's aircraft by 12% as a result, and despite the capacity drop actually increased it's market by 12.8%, hence the 1.2% load factor increase, Avg pax went from 256 to 294, which meant the 2019 results would have required bigger aircraft anyway, so CDG is pretty healthy, DL lost a little bit with a slight reduction in both gauge and capacity and also a small drop (170 pax) in market. So pretty much flat to be honest.

Despite the heavy competition of the JV, DY continues to pack them in, 95.3% (up 1.9%), is basically sold out for the month, slight increase in capacity of 5.6%, but also a switch to almost solely 789 increased gauge by 5.1%, and it was needed as avg pax increased from 303 to 326, which outpaced avg seats from 2018, quite the impressive performance.

CPH - SK

Load Factor: 75% [79.5%]
Flights: 60 [36]
Seats: 15,786 [9,431] - 0.4%, 39.8%
Pax: 11,845 [7,499] - 42.2%, (5.5%)

So CPH is one where you really have to understand what's going on, while any reduction of load factor is not good, especially when it's 4.5% and in the mid 70's in August, there was also an almost 40% increase in capacity for moving from 36 flights to 60. As a result the expected pax increase was 42.2%, however they came up 5.5% short as the avg pax dropped from 208 to 197, but that's a big increase to cover..

DUB - Combined 94.2% - 49,752 (46,302 last year) -

DL
Load Factor: 90% [90.3%]
Flights: 62 [62]
Seats: 13,933 [10,398] - 25.4%, 0%
Pax: 12,546 [9,391] - 0%, 25.1%

EI
Load Factor: 95.7% [94%]
Flights: 123 [124]
Seats: 38,881 [39,264] - (0.2%), (0.8%)
Pax: 11,845 [7,499] - (0.8%), 1.6%

You can question DL's motives on a number of routes, this isn't one of them. EI doesn't have the aircraft to run 3 daily (or the gate space in C either) and the sold out signs have been on EI's aircraft for a number of August's now, The market needed expanding and DL had the aircraft to do it. 2018 was such a success they came back with a 25% gauge increase in 2019 and still managed to pretty much fill those seats too (Avg pax went from 151 to 202 needing the upgauge). There's a good reason why this route is almost certainly (barring any last minute equipment changes) going to move up to a 330 this year. Quite amazing, we will have triple daily to DUB in the high season (and a little beyond) along with them being all 330's... this route has come a long way and it continues to deliver. Pre-clearance at DUB helps too of course!

EDI - DL (New route for 2019)
Load Factor: 85.4%
Flights: 61
Seats: 10,240
Pax: 8,746

Solid performance here at 85%, who knew 8,700 people wanted to fly BOS-EDI-BOS....but hey, looks like this one is here to stay as a summer seasonal.

FCO - Combined 89.4% 23,788 (14,515 last year)

AZ
Load Factor: 91.9% [91.9%]
Flights: 62 [63]
Seats: 16,198 [15,788] - 4.1%, (1.5%)
Pax: 14,882 [14,515] - (1.5%), 4%

DY
Load Factor: 85.5%
Flights: 32
Seats: 10,414
Pax: 8,906

What I find amazing about these 2 carrier routes, that at least on loads, nobody seems to be suffering, we all know revenues and yields might suffer, but at this point in high season, everyone seems to be winning. DY weigh into the market with nearly 9,000 extra pax flying the route even on a less than daily basis. I suspect they really need a bit more than 85% to really make this one work, but it's coming back in 2020, so they must be pretty happy.

FRA - LH -

Load Factor: 92.1% [90.8%]
Flights: 124 [124]
Seats: 38,378 [38,378] - 0.0%, (0.0%)
Pax: 35,331 [34,838] - (0.0%), 1.4%

FRA keeps on delivering for LH, a slight 1.4% market increase but otherwise this one goes into the pancake and shoe category.

KEF - FI

Load Factor: 84.1% [87.5%]
Flights: 118 [122]
Seats: 30,626 [30,890] - 2,4%, (3.3%)
Pax: 25,762 [27,025] - (3.4%), (1.5%)

The struggles of KEF are somewhat borne out by these numbers, lower loads, despite an uptick in gauge on the route, and let's not forget WW brought in an additional 11,789 on the route in 2018 before their demise. Clearly the model was not sustainable either for WW or KEF in general, 84% in August is ok, but far from spectacular.

Part 2 - LGW to ZRH coming soon.
That feeling when you sit at the end of a runway, brakes are released and the raw power takes over. Now that is a thing of beauty and it never gets old.
 
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VS4ever
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Re: Boston Aviation Thread - 2020

Sun Feb 16, 2020 5:17 pm

Europe Part 2 (LGW to ZRH) - Again August 19 - T-100's

LGW - DI/DY

Load Factor: 92.6% [94.1%]
Flights: 62 [60]
Seats: 21,328 [20,640] - 0%, 3.2%
Pax: 19,742 [19,416] - 3.3%, (1.4%)

When you are up in the high 90%'s tough to hold, DI added more pax but that was primarily down to the 2 extra flights, their market dropped a little (324 down to 318 per flight). It's going to be really interesting to see what happens when DL/VS weigh into this with the 757 in 2020. I am sure I sound like a broken record, but I know the market is there to sustain something more. I hope I am not proven wrong of course. But this market has been long over due for increase and with LHR pretty much tapped out for slots, LGW is the next best thing. The future question is, whether anyone will take another shot at STN? That's a much longer term issue however.

LHR - Combined 90.6% 102,044 [85,563] (89.5%)

BA
Load Factor: 92.5% [89.1%]
Flights: 228 [247]
Seats: 66,156 [66,669] - 7%, (7.8%)
Pax: 61,197 [59,398] - (7.5%), 10.4%

DL
Load Factor: 91.2% [90.6%]
Flights: 62 [62]
Seats: 14,499 [12,903] - 11%, 0%
Pax: 13,224 [11,684] - 0%, 11.6%

VS
Load Factor: 86.5% [90.3%]
Flights: 121 [62]
Seats: 31.944 [16,032] - 2.1%, 47.8%
Pax: 27,623 [14,481] - 49.9%, (2.3%)

Boston's flagship route is the gift that continues to gift, I am sure DL would love to have another flight to LHR if they had available slots, BA had a 7.8% cut in volume of flights, but a 7% increase in gauge (380 effect) and it paid off handsomely as they picked up a 10.4% lift in market growth as a result. DL had an 11% increase in gauge and that paid off too, with an 11.6% increase in market for them. VS on the face of it, you would say meh...but you have to look behind it and remember they've pretty much doubled the capacity with the 2nd daily, they lost 2.3% in market, but that's unsurprising given the uplift. Pretty solid set of results.

MAD

Combined 90.3% 25,381 [16,375] (88.5%)

IB
Load Factor: 89.6% [88.5%]
Flights: 63 [62]
Seats: 18,463 [18,506] - (1.8%), 1.6%
Pax: 16,547 [16,375] - 1.6%, (0.6%)

DY
Load Factor: 91.7%
Flights: 28
Seats: 9,632
Pax: 8,834

It's sad that DY has given up this route for 2020, but it was lost in the wider context of DY's ongoing financial situation. IB will obviously be happy at their departure, and they held firm with their numbers. I doubt this is going to increase in capacity going forward, but does show you what can happen with new entrants on a route, there is pent up demand....

MAN - VS

Load Factor: 82.6% [92.1%]
Flights: 26 [18]
Seats: 7,462 [5,166] - 0%, 30.8%
Pax: 6,167 [4,756] - 34.3%, (11.4%)

You would have thought VS might have picked up some more of the market after MT's demise, but these results I think go to show that DL's daily can't come soon enough. It should align the market nicely for 2020. Ultimately more pax through the door, but an 11.4% average decrease for the market is not clever.

MUC - LH

Load Factor: 91.4% [92.9%]
Flights: 62 [62]
Seats: 18,414 [18,218] - 1.1%, 0%
Pax: 16,822 [16,932] - 0%, (0.7%)

slight upgauge traded off with a small drop in market led to pretty flat results. 2020 sees the LH Whale coming along with OS, it will be interesting to see how these results compare a year from now.

LIS - Combined 85.7% 25,699 [14,799] (88.3%)

DL
Load Factor: 91.2%
Flights: 62
Seats: 11,999
Pax: 10,942

TP
Load Factor: 82.1% [88.3%]
Flights: 61 [62]
Seats: 17,984 [16,761] - 8.3%, (1.5%)
Pax: 14,757 [14,799] - (1.6%), 1.3%

Another route where DL has entered a market and really helped to enhance it. TP and DL can coexist here. TP's load factor dropped due to the use of the 333 over the 332, they actually did increase their market a little bit, but not enough to compare to the capacity uplift. DL weigh in with over 90%, smaller aircraft of course, but still definitely an acceptable level I would think.

PDL/TER - S4

PDL
Load Factor: 91.7% [90.9%]
Flights: 89 [77]
Seats: 16,562 [15,170] - (5.9%), 14.3%
Pax: 15,188 [13,792] - 14.2%, (5.0%)

TER
Load Factor: 88.5% [83.9%]
Flights: 18 [17]
Seats: 3,448 [4,107] - (29.9%), 7.2%
Pax: 2,963 [3,446] - 6.8%, (23.1%)

S4 must be nervous going into 2020, they've had PDL to themselves for so long and now TP trying to expand is weighing in to the market, in fact we've already seen some moves as a result. PDL got a 14% volume uplift, but the gauge and the market dropped between 5 and 6%, that doesn't bode particularly well. For TER, the change was even more stark, although the volume was flat, the gauge dropped 30% as a result of the 321 introduction and the market adjusted to that, it actually improved loads overall,

b]RAI[/b] - VR

Load Factor: 71.9% [85.4%]
Flights: 8 [11]
Seats: 1,872 [2,480] - 3.7%, (36.1%)
Pax: 1,346 [2,117] - (42.9%), (14.4%)

Big % number changes, but small total, although the collapse of the load factor YOY is a concern, it's a wonder why they've gone with the 2nd flight this summer, how long will it be until FI's influence gets inserted?

b]SNN/b] - EI

Load Factor: 95.9% [92.1%]
Flights: 62 [62]
Seats: 10,974 [10,974] - 0%, 0%
Pax: 10,521 [10,102] - 0%, 4%

Extra Extra Read all about it, no room on the SNN flights in August... 321 anyone?... perfect route for it..4% increase in market numbers on 0% change in volume and capacity...

b]ZRH/b] - LX

Load Factor: 91.8% [92.1%]
Flights: 114 [114]
Seats: 25,962 [25,850] - 0.4%, 0%
Pax: 23,830 [23,804] - 0%, 0.1%

Ahhh, another old shoe route, flat as a pancake with only 26 pax difference between 18 and 19...

That's Europe complete... Final part coming up America's, Africa and Canada. Enjoy...
That feeling when you sit at the end of a runway, brakes are released and the raw power takes over. Now that is a thing of beauty and it never gets old.
 
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VS4ever
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Re: Boston Aviation Thread - 2020

Mon Feb 17, 2020 2:06 am

https://www.routesonline.com/news/38/ai ... f-15feb20/

April will see the 346 show up from VS for 3 days a week (days 235)
That feeling when you sit at the end of a runway, brakes are released and the raw power takes over. Now that is a thing of beauty and it never gets old.
 
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tlecam
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Re: Boston Aviation Thread - 2020

Mon Feb 17, 2020 2:44 am

One thing that strikes me is how much the DL/AF/VS/KL JV is building up Boston. The upgauging in LHR, CDG and AMS is pretty impressive. It will be interesting to see if DL adds other destinations, like backfilling for DY in MAD (summer seasonal) or ATH . Interesting times.
BOS-LGA-JFK | A:319/20/21, 332/3, 346 || B:717, 735, 737, 738, 739, 752, 753, 762, 763, 764, 787, 772, 744 || MD80, MD90
 
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tlecam
Posts: 1489
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Re: Boston Aviation Thread - 2020

Mon Feb 17, 2020 2:44 am

VS4ever wrote:
https://www.routesonline.com/news/38/airlineroute/289600/virgin-atlantic-s20-a340-600-operation-changes-as-of-15feb20/

April will see the 346 show up from VS for 3 days a week (days 235)


Many many thanks for all your analysis. I live for this data!
BOS-LGA-JFK | A:319/20/21, 332/3, 346 || B:717, 735, 737, 738, 739, 752, 753, 762, 763, 764, 787, 772, 744 || MD80, MD90
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Accidents Accident, incident and crash related photos

Air to Air Photos taken by airborne photographers of airborne aircraft

Special Paint Schemes Aircraft painted in beautiful and original liveries

Airport Overviews Airport overviews from the air or ground

Tails and Winglets Tail and Winglet closeups with beautiful airline logos